Air-brake system.



G. MAGLOSKIE. AIR BRAKE SYSTEM.

APPLICATION FILED APR-8, 1909.

937,452. Patented Oct. 19,1909., 2 SHEETS-SHEET 1.

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Witnesses: Inventor: 74 I Gecrge Macloskie, 2a." b8

' GEORGE MACLOSKIE,

UNITED sTA'rns IfTENT OFFICE.

OF SCHENECTADY, NEW YORK, ASSIGNOR TO GENERAL ELECTRIC COMPANY, ACORPORATION OF NEW YORK.

AIR-BRAKE SYSTEM.

Specification of Letters Patent.

Patented Oct. 19, 1909.

Application filed. April 8, 1909. Serial No. 488,560.

To all whom it may concern:

Be it known that I, GEORGE NIACLOSKIE, a citizen of the United States,residing at Schenectady, county of Schenectady, State of New York, haveinvented certain new and useful Improvements in Air-Brake Systems, ofwhich the following is a specification.

My invention relates to air-brake systems of the type known asstraight-air, comprising a train-pipe through which air flows to andfrom the brake cylinders in applying and releasing the brakes, and itsobject is to obtain quicker action in systems of this kind than hasheretofore been obtained.

.lVhile, in its broader aspects, my invention is applicable to anyair-brake system of the straight-air type, it is particularlyadvantageous when applied to what is termed an emergency straight-airsystem of the type disclosed in my prior patents, Nos. 910,402, datedJanuary 19, 1909, and 912,269, dated February 9, 1909. For handlingshort trains the straight-air system possesses advantages over theautomatic sys- 5 tem in the ease with which the brake cylinder pressuremay be controlled, but in its simplest form it has the objection, whenapplied to trains, of not applying the brakes automatically when thetrain breaks apart. In the emergency straight-air system disclosed inthe above-mentioned patents this objection is obviated by employing atrainpipe which normally carries air under pressure, and a valve whichoperates to apply the brakes only on a sudden fall of pressure in thatpipe, such as would occur when the train breaks apart.

By my present invention a straight-air system is rendered still moreadvantageous for use in trains by greatly decreasing the time in whichthe brakes can be applied and released.

My invention consists in providing an automatic valve mechanism actuatedby a flow of air from the straight-air pipe into tures, which will bestbe understood by reference to the accompanying drawings, in which-Figure 1 shows diagrammatically an airbrake system arranged inaccordance with my invention; Fig. 2 shows a cross-sectional elevationof the automatic valve mechanism; and Fig. 3 shows a plan view of thesame.

In Fig. 1, A represents the main reservoir charged by the compressor orair-pump B.-

To the main reservoir are connected the motormans valves O C. Drepresents an auxiliary reservoir, which is normally in connection withand charged from the main reservoir through the casing of the emergencyvalve F. E represents a train-pipe which normally carries air underpressure and which is charged from the main reservoir through a smallpassage around the piston f of the emergency valve F. G represents thestraight-air train-pipe which is connected to main reservoir or toatmosphere by the engineers valves (3 for applying and releasing thebrakes. H represents the brake cylinder which is connected throughnormally open ports in the emergency valve F to the connection h of theautomatic valve mechanism 1. ism has two other pipe connections, one ofwhich, a, leads to main reservoir, and the other, 9, to the straight-airipe G. The arrangement of apparatus,thus ar described, is that of amotor car and would be duplicated on each motor car of a train. Theapparatus at the right-hand in Fig. 1 represents the equipment of atrail-car, in which the parts are lettered as already described, exceptthat the letters are primed. It will be noted that the emergency valve Fof the trailcar is somewhat simpler than the emergency valve of themotor car, while the pipe connection a of the automatic valve 1 isconnected to the emergency line E, since there is no main reservoir onthe trail-car, and since it is desired to keep the air in the auxiliaryreservoir D as a reserve for emergency operation.

The construction of the automatic valve mechanism I is shown in Figs. 2and 3. The pipe connection g from the straight-air pipe opens into achamber between two inde pendently separated and independently movablepistons l and 2. The upper side of piston 1 and the lower side of piston2 are in communication with the pipe connection it leading through theemergency valve to This automatic valve mechanbrake cylinder. Since thepressures in brake cylinder and straight-air pipe are both normallyatmospheric, there is normally no unbalanced air pressure on eitherpiston, so that normally both pistons remain in the position shown.IVhen the brakes are applied, air, entering through the pipe connection9, raises the piston 1. This first opens a passage 3 around the pistonallowing the air from the straight-air pipe to flow into the brakecylinder, and secondly raises the valve 4, which is normally kept seatedby a light spring 5. The space above this valve 4 is connected through apassage 6, shown in dotted lines, to the pipe connection a, which is inconnection with the main reservoir, so

that the lifting of valve 4 causes air to flow from main reservoir intobrake cylinder, thus augmenting the flow of air from the straight-airpipe and giving a quicker application of the brakes than would otherwisebe obtained. As soon as the brake cylinder pressure and straight-airpipe pressure are equalized, the piston 1 returns to the position shownand valve 4 closes. In releasing the brakes the reduction of air in thestraight-air pipe causes an unbalancing of pressure on opposite sides ofpiston 2, which raises that piston against the pressure of a lightspring 7. The upward movement of this piston opens the passage 8 aroundthe piston, permitting air to flow from brake cylinder into thestraight-air pipe, and also opens the valve formed by the packing 9 onthe lower end of. the downward extension of the piston, so as to open anormally closed connection w to atmosphere. The flow of air from thebrake cylinder is thus augmented, the greater part escaping directly toatmos phere, so that the time required to release the brakes isdecreased. Thus by the use of the automatic mechanism above describedthe brakes on a train of some length may be operated by the straight-airsystem in a time not greatly exceeding that required for op erating thebrakes on a single car.

The construction and operation of the valve mechanism on the trail-caris precisely the same as has already been described, ex cept that, ashas heretofore been explained, the air for augmenting the flow into thebrake cylinder is taken indirectly from main reservoir through theemergency line.

In normal operation the emergency valves F and F remain inoperative. Ifthe train should break apart, however, or if the emergency line shouldbe connected to atmosphere by the motormans valve, the sudden drop inpressure on the left-hand sides of the pistons f and f would throw thosevalves to the left. The operation of both valves has the same effect, sofar as the operation of the brakes is concerned; that is, the brakecylinders H and H are disconnected from the valve mechanisms I and I,and are connected to the auxiliary reservoirs D and D, respectively.This is the only function of the valve F. The valve F on the motor carpossesses the further function first of closing the connection leadingto main reservoir, and second of connecting emergency line E to the pipeconnection /L on the automatic valve mechanism I. The emergency line isthus connected to the space on the lower side of piston 2. The pressurein the emergency line raises this piston causing part of the air fromthe emergency line to flow into the straight air pipe, and part toexhaust directly to atmosphere. By this arrangement a quicker emergencyapplication is obtained than if all the air in the emergency line wereforced to escape through the break in the. emergency line.

I do not desire to limit myself to the particular construction andarrangement of parts here shown, but aim in the appended claims to coverall modifications which are within the scope of my invention.

What I claim as new and desire to secure by Letters Patent of the UnitedStates, is.-

1. In an air-b'ake system, a straightair train-pipe through which airflows to and from the brake cylinders in applying and releasing thebrakes, and automatic valve mechanism actuated by a flow of air from thestraight-air pipe into the brake cylinder and arranged to establishconnections for augmenting the flow of air into the brake cylinder.

2. In an air-brake system, a straightair train-pipe through which airflows to and from the brake cylinders in applying and releasing thebrakes, and automatic valve mechanism actuated by a How of air from thestraight-air pipe into the brake cylinder and arranged to establishconnections from brake cylinder to a source of ressure other than thestraight-air pipe.

3. In an air-brake system, a straightair pipe through which air flows toand from the brake cylinder in applying and releasing the brakes, andautomatic valve mechanism actuated by a flow of air .between said pipeand brake cylinder and arranged for establishing connections foraugmenting the flow of air into and out of the brake cylinder.

4. In an air-brake system, a straightair pipe through which an flows toand from the brake cylinder in applying and releasing the brakes, andautomatic valve mechanism responsive to a flow of air from said pipe tobrake cylinder for establishing a connection from brake cylinder to asource of pressure other than said pipe and responsive to a flow of airfrom brake cylinder to said pipe for establishing a connection toatmosphere independent of said pipe.

5. In an air-brake system, a reservoir in each car, a train-pipenormally carrying air under pressure, a straight-air train-pipe throughwhich air flows to and from the brake cylinders in applying andreleasing the brakes, automatic valve mechanism actuated by a flow ofair from the straight-air pipe to brake cylinder and arranged toestablish connections for augmenting the flow of air into the brakecylinder, and automatic means for connecting brake cylinder to reservoirupon a sudden fall of pressure in the first-mentioned train-pipe.

6. In an air-brake system, a reservoir on each car, a train-pipenormally carryingair under pressure, a straight-air train-pipe throughwhich air flows to and from the brake cylinders in applying andreleasing the brakes, automatic valve mechanism actuated by a flow ofair from the straightair pipe to brake cylinder and arranged toestablish connections for augmenting the flow of air into the brakecylinder, and automatic means for disconnecting brake cylinder from saidautomatic valve mechanism and connecting it to reservoir upon a suddenfall of pressure in the first-mentioned trainpipe.

7. In an air-brake system, a reservoir on each car, a train-pipenormally carrying air under pressure, a straight-air train-pipe throughwhich air flows to and from the brake cylinders in applying andreleasing the brakes, automatic valve mechanism actuated by a flow ofair from the straightair pipe to brake cylinder and arranged toestablish connections from brake cylinder to a source of pressure otherthan the straight-air pipe, and automatic means for connecting brakecylinder to reservoir upon a sudden fall of pressure in thefirstmentioned train-pipe.

8. In an air-brake system, a reservoir on each car, a train-pipenormally carrying air under pressure, a straight-air train-pipe throughwhich air flows to and'from the brake cylinder in applying and releasingthe brakes, automatic valve mechanism actuated by a flow of air from thestraight-air pipe to brake cylinder and arranged to establishconnections from brake cylinder to a source of pressure other than thestraightair pipe, and automatic means for disconnecting brake cylinderfrom said valve mechanism and connecting it to reservoir upon a suddenfall of pressure in the first-mentioned train-pipe.

9. In an air-brake system, a reservoir on each car, a train-pipenormally carrying air under pressure, a straight-air train-pipe throughwhich air flows to and from the brake cylinders in applying andreleasing the brakes, automatic valve mechanism actuated by a flow ofair between the straight-air pipe and brake cylinder and arranged toestablish connections for augmenting the flow of air into and out ofbrake cylinder, and automatic means for connect-- ing brakecylinder toreservoir upon a sudden fall of, pressure in the first mentionedtrain-pipe.

10. In an air-brake system, a reservoir on each car, a train-pipenormally carrying air under pressure, a straigl1t-ai1" train-pipethrough which air flows to and from the brake cylinders in applying andreleasing the brakes,automatic valve mechanism responsive to a flow ofair from the straightair pipe to brake cylinder for establishing aconnection from brake cylinder to a source of pressure other than thestraight-air pipe and responsive to a flow of air from brake cylinder tothe straight-air pipe for establishing a connection from brake cylinderto atmosphere independent of the straight-air pipe, and automatic meansfor connecting brake cylinder to reservoir upon a sudden fall ofpressure in the firstmentioned train-pipe.

11. In an air-brake system, a straightair train-pipe through which airflows to and from the brake cylinders in applying and releasing thebrakes, a valve casing, two separately movable abutments therein, aconnection from one side of each abutment to said pipe, a connectionfrom the other side of each abutment to brake cylinder, and two valvesactuated by the movements of said abutments respectively, one of saidvalves being arranged to connect brake cylinder to a source of pressureother than said straight-air pipe and the other to connect brakecylinder to atmosphere independently 1 of said pipe.

12. In an air-brake system, a straightair train-pipe through which airflows to and from the brake cylinders in applying and releasing thebrakes, a valve casing, two separately movable abutments therein, aconnection from one side of each abutment to said pipe, a connectionfrom the other side of each abutment to brake cylinder, said casinghaving a passage around each abutment which passage is opened and closedby the movement of the abutment, and two valves actuated by themovements of said abutments respectively, one of said valves beingarranged to connect said brake cylinder to a source of pressure otherthan said v der, tWo valves actuated by the movements of said abutmentsrespectively and arranged to connect brake cylinder respectively to asource of pressure other than the straightair pipe and to atmosphereindependently of the straight-air pipe, and automatic means forconnecting brake cylinder to reservoir-upon a sudden fall of pressure inthe first-mentioned train-pipe.

14. In an air-brake system, a reservoir on each car, a train-pipenormally carrying air under pressure, a straight-air train-pipe throughWhich air flows to and from the brake cylinders in applying andreleasing the brakes, a valve casing, two separately movable abutmentstherein, a connection from one side of each abutment to the straightairpipe, a connection from the other side of each abutment to brakecylinder, two valves actuated by the movements of said abutmentsrespectively and arranged to connect brake cylinder respectively to asource of pressure other than the straightair pipe and to atmosphereindependently of the straight-air pipe, and automatic means forconnecting brake cylinder to reservoir upon a sudden fall of pressure inthe first1nentioned train-pipe, disconnecting brake cylinder from saidabutments, and

connecting the first-mentioned train-pipe to said abutments.

In Witness whereof, I have hereunto set my hand this 7th day of April,1909.

GEORGE MACLOSKTE.

